U.S. patent number 8,852,443 [Application Number 11/854,019] was granted by the patent office on 2014-10-07 for filtration system with a variable restriction orifice.
This patent grant is currently assigned to Cummins Filtration IP, Inc.. The grantee listed for this patent is Wassem Abdalla, Todd Forrest, Charles W. Hawkins, Mark Johnson, Ted S. Loftis, Gerard Malgorn, Joe Saxon, J. Bruce Schelkopf, Naren Shaam, Chad Thomas, Barry Verdegan, Mark Wieczorek. Invention is credited to Wassem Abdalla, Todd Forrest, Charles W. Hawkins, Mark Johnson, Ted S. Loftis, Gerard Malgorn, Joe Saxon, J. Bruce Schelkopf, Naren Shaam, Chad Thomas, Barry Verdegan, Mark Wieczorek.
United States Patent |
8,852,443 |
Forrest , et al. |
October 7, 2014 |
Filtration system with a variable restriction orifice
Abstract
Various "no filter, no run" fuel filtration designs are
described that include a variable restriction orifice (VRO)
designed to vary the amount of fluid, for example fuel, that
reaches a fluid outlet. The VRO has a fully open position at which
a maximum non-zero fluid flow is permitted, and a fully closed
position at which a limited amount of fluid can flow to the outlet.
In the case of diesel fuel, the amount of fuel flow permitted at
the fully closed position provides lubrication of downstream fuel
system components, for example the fuel pump, but is insufficient
to permit engine operation.
Inventors: |
Forrest; Todd (Cookeville,
TN), Schelkopf; J. Bruce (Zionsville, IN), Loftis; Ted
S. (Cookeville, TN), Verdegan; Barry (Stoughton, WI),
Abdalla; Wassem (Cookeville, TN), Wieczorek; Mark
(Cookeville, TN), Malgorn; Gerard (Quimper, FR),
Hawkins; Charles W. (Sparta, TN), Thomas; Chad
(Cookeville, TN), Saxon; Joe (Cookeville, TN), Johnson;
Mark (Cookeville, TN), Shaam; Naren (Cookeville,
TN) |
Applicant: |
Name |
City |
State |
Country |
Type |
Forrest; Todd
Schelkopf; J. Bruce
Loftis; Ted S.
Verdegan; Barry
Abdalla; Wassem
Wieczorek; Mark
Malgorn; Gerard
Hawkins; Charles W.
Thomas; Chad
Saxon; Joe
Johnson; Mark
Shaam; Naren |
Cookeville
Zionsville
Cookeville
Stoughton
Cookeville
Cookeville
Quimper
Sparta
Cookeville
Cookeville
Cookeville
Cookeville |
TN
IN
TN
WI
TN
TN
N/A
TN
TN
TN
TN
TN |
US
US
US
US
US
US
FR
US
US
US
US
US |
|
|
Assignee: |
Cummins Filtration IP, Inc.
(Minneapolis, MN)
|
Family
ID: |
40430719 |
Appl.
No.: |
11/854,019 |
Filed: |
September 12, 2007 |
Prior Publication Data
|
|
|
|
Document
Identifier |
Publication Date |
|
US 20090065447 A1 |
Mar 12, 2009 |
|
Current U.S.
Class: |
210/767;
251/315.01; 210/97; 210/137; 210/101; 210/234; 251/352; 251/128;
251/99; 251/98; 251/100; 251/339; 210/130; 251/95; 251/351;
251/205; 210/235; 251/208 |
Current CPC
Class: |
B01D
35/153 (20130101); B01D 35/157 (20130101); B01D
35/1576 (20130101); B01D 35/16 (20130101); B01D
35/153 (20130101); B01D 35/157 (20130101); B01D
35/16 (20130101); B01D 2201/291 (20130101); B01D
2201/316 (20130101) |
Current International
Class: |
B01D
35/153 (20060101); F16K 15/02 (20060101) |
Field of
Search: |
;210/767 |
References Cited
[Referenced By]
U.S. Patent Documents
Other References
PDF of U.S. Appl. No. 11/780,176. cited by examiner .
International Search Report of PCT/US2008/069163, dated Dec. 30,
2008. cited by applicant .
Written Opinion of the International Searching Authority of
PCT/US2008/069163, dated Dec. 30, 2008. cited by applicant .
U.S. Appl. No. 11/780,176, filed Jul. 19, 2007; Title: Standpipe
With Flow Restriction Valve, and Filter Cartridge; inventor: Jiang
et al., 37 pages. cited by applicant .
U.S. Appl. No. 11/937,700, filed Nov. 9, 2007; Title: Standpipe
With Flow Restriction Valve, and Filter Cartridge; inventor: Jiang
et al.; 37 pages. cited by applicant .
U.S. Appl. No. 11/841,071, filed Aug. 20, 2007; Title: Filter
Cartridge With Flow Passage in End Plate; Inventor: Shaam; 21
pages. cited by applicant .
U.S. Appl. No. 11/839,025, filed Aug. 15, 2007; Title: Flow Control
Valve With Plate Spring Force Actuation; Inventor: Abdalla et al.;
19 pages. cited by applicant .
U.S. Appl. No. 11/986,894, filed Nov. 27, 2007. cited by
applicant.
|
Primary Examiner: Fitzsimmons; Allison
Attorney, Agent or Firm: Foley & Lardner LLP
Claims
The invention claimed is:
1. A fuel filtration system of an engine, comprising: a fuel
passageway that communicates fuel to the engine; and a variable
restriction orifice controlling fuel flow through the fuel
passageway, the variable restriction orifice is configured to be
movable between first and second extreme movement positions, the
first extreme movement position is configured as a fully open
position at which a first non-zero fuel flow rate through the fuel
passageway is provided and the second extreme movement position is
configured as a fully closed position at which a second non-zero
fuel flow rate through the fuel passageway is provided, wherein the
first flow rate is greater than the second flow rate, the second
flow rate is an amount insufficient to permit the engine to
operate, and the variable restriction orifice is configured to
permit fuel to flow through the fuel passageway at the second
non-zero fuel flow rate when the variable restriction orifice is at
the fully closed position.
2. The fuel filtration system of an engine of claim 1, wherein the
fuel passageway is defined by a standpipe of the fuel filtration
system.
3. The fuel filtration system of an engine of claim 2, wherein the
variable restriction orifice comprises a sleeve slidably disposed
on the standpipe.
4. The fuel filtration system of an engine of claim 3, wherein the
variable restriction orifice further comprises at least one opening
in the standpipe that places the fuel passageway in communication
with an exterior of the standpipe.
5. The fuel filtration system of an engine of claim 2, wherein the
variable restriction orifice comprises a ball.
6. The fuel filtration system of an engine of claim 2, wherein the
variable restriction orifice comprises a flapper valve connected to
the standpipe.
7. The fuel filtration system of an engine of claim 1, comprising a
housing body having a side wall and an end wall defining a filter
cartridge space, the end wall forming a closed end of the filter
cartridge space, and the body having an open end opposite the end
wall, and the variable restriction orifice comprises a valve
connected to the housing body.
8. The fuel filtration system of an engine of claim 7, wherein the
valve comprises a ball or a plate.
9. The fuel filtration system of an engine of claim 1, wherein the
second non-zero fuel flow rate is created by a loose tolerance, a
partially covered opening, at least one slot, or at least one
groove.
10. A fuel filter assembly of an engine, comprising: a fuel filter
housing including: a structure defining a fuel passageway that is
in communication with the engine, the structure including an
opening therein through which fuel can flow to reach the fuel
passageway; a ball disposed on the structure that controls fuel
flow through the opening to the fuel passageway, the ball is
configured to be movable between first and second extreme movement
positions, the first extreme movement position is configured as a
fully open position at which a first non-zero fuel flow rate
through the fuel passageway is provided and the second extreme
movement position is configured as a fully closed position at which
a second non-zero fuel flow rate through the fuel passageway is
provided, wherein the first flow rate is greater than the second
flow rate, the second flow rate is an amount insufficient to permit
the engine to operate; and the structure is configured to permit
fuel to flow into the fuel passageway and through the fuel
passageway at the second non-zero fuel flow rate when the ball is
at the fully closed position; a filter cartridge connected to the
filter housing, the filter cartridge preventing the ball from
reaching the fully closed position.
11. The fuel filter assembly of an engine according to claim 10,
wherein the housing comprises a housing body having a side wall and
an end wall defining a filter cartridge space, the end wall forming
a closed end of the filter cartridge space, and the housing body
having an open end opposite the end wall; the structure comprises a
standpipe secured to the end wall and extending into the filter
cartridge space, the standpipe including the fuel passageway and
the opening.
12. The fuel filter assembly of an engine according to claim 11,
wherein the ball is connected to the standpipe.
13. The fuel filter assembly of an engine according to claim 10,
wherein the fuel filter housing further comprises a housing body
having a side wall and an end wall defining a filter cartridge
space, the end wall forming a closed end of the filter cartridge
space, and the housing body having an open end opposite the end
wall; the ball is connected to the housing body.
14. The fuel filter assembly of an engine according to claim 13,
wherein the filter cartridge includes a bottom endplate, and a
protruding portion extending from the endplate that engages with
the ball.
15. The fuel filter assembly of an engine according to claim 14,
wherein the protruding portion includes a fin having a slanted
edge.
16. A fuel filtration system of an engine, comprising: a fuel
filter housing that is configured to receive a filter cartridge in
an interior space thereof, the fuel filter housing includes a
standpipe having an internal fuel passageway that communicates fuel
to the engine; an opening in the standpipe that places the fuel
passageway in communication with the interior space; a valve
engaged with the standpipe and controlling fuel flow through the
opening of the standpipe and into the internal fuel passageway, the
valve is configured to be moveable between first and second extreme
movement positions, the first extreme movement position is
configured as a fully open position at which a first non-zero fuel
flow rate of fuel into the fuel passageway is provided and the
second extreme movement position is configured as a fully closed
position at which a second non-zero fuel flow rate of fuel into the
fuel passageway is provided, wherein the first flow rate is greater
than the second flow rate, the second flow rate is an amount
insufficient to permit the engine to operate; the standpipe is
configured to permit fuel to flow into the fuel passageway of the
standpipe at the second non-zero fuel flow rate when the valve is
at the fully closed position; a filter cartridge installed in the
interior space of the fuel filter housing, the filter cartridge is
configured to prevent the valve from reaching the fully closed
position.
17. The fuel filtration system of an engine according to claim 16,
wherein the valve comprises a sleeve slidably disposed on the
standpipe, a ball connected to the standpipe, or a flapper valve
connected to the standpipe.
18. The fuel filtration system of an engine of claim 5, wherein the
standpipe includes an opening therein that is in communication with
the fuel passageway, and the ball and the opening are configured to
permit the ball to seat in the opening at the second extreme
movement position, the ball blocking a majority of the opening when
the ball is seated in the opening.
19. The fuel filtration system of an engine of claim 18, wherein
the standpipe is configured to permit fuel to flow into the fuel
passageway of the standpipe at the second non-zero fuel flow rate
when the ball is seated in the opening at the second extreme
position.
20. The fuel filtration system of an engine of claim 18, wherein:
a) the ball includes grooves formed therein, the grooves permitting
fuel to flow past the ball when the ball is seated in the opening
at the second extreme position; or b) the opening includes slots
formed therein, the slots permitting fuel to flow past the ball
when the ball is seated in the opening at the second extreme
position; or c) a loose tolerance is provided between the ball and
the opening, the loose tolerance permitting fuel to flow past the
ball when the ball is seated in the opening at the second extreme
position.
21. The fuel filter assembly of an engine of claim 11, wherein the
ball and the opening in the standpipe are configured to permit the
ball to seat in the opening at the second extreme movement
position, the ball blocking a majority of the opening when the ball
is seated in the opening.
22. The fuel filter assembly of an engine of claim 21, wherein the
ball is configured to permit fuel to flow past the ball through the
opening when the ball is seated in the opening at the second
extreme position.
23. The fuel filtration system of an engine of claim 16, wherein
the valve is a ball, and the ball and the opening in the standpipe
are configured to permit the ball to seat in the opening at the
second extreme movement position, the ball blocking a majority of
the opening when the ball is seated in the opening.
24. The fuel filtration system of an engine of claim 23, wherein
the ball is configured to permit fuel to flow past the ball through
the opening when the ball is seated in the opening at the second
extreme position.
Description
FIELD
This disclosure generally relates to the field of filtration, and
more particularly to a fuel filtration system.
BACKGROUND
Filtration systems are known where a valve in a filter housing is
used to control the flow of a fluid in a fluid passageway, for
example a fluid passageway that connects a fluid inlet and a fluid
outlet. A fuel filtration system is one example. In a fuel
filtration system, the valve can be incorporated on a standpipe
that is connected to the filter housing. The valve is typically
designed to be movable between a closed position, where no fuel
flow is permitted to the fuel outlet, and an open position, where
maximum fuel flow is permitted to the fuel outlet. However, in some
instances, for example a diesel engine operating on diesel fuel, a
certain amount of fuel flow to fuel system components downstream
from the filter housing may be desirable in order to lubricate the
downstream components.
SUMMARY
A filtration system, for example a fuel filtration system, is
described that includes a variable restriction orifice (VRO) or
valve that is designed to vary the amount of flow from a fully open
to a fully closed position, with fluid flow being permitted in the
fully closed position. When the filtration system is used in a
diesel engine to filter diesel fuel, the fuel flow permitted by the
VRO when in the fully closed position permits lubrication of one or
more downstream fuel system components, for example the fuel pump.
However, the amount of fuel flow is insufficient to permit the
engine to operate.
In one embodiment, a VRO is obtained by a standpipe with a flow
control sleeve. In one implementation, the sleeve is slideably
disposed on the standpipe that includes an opening into the
interior of the standpipe. When in the fully closed position, the
sleeve and standpipe allow a limited amount of fuel to flow into
the standpipe and to an outlet in order to lubricate downstream
engine components.
In another embodiment, a VRO is obtained by a valve plunger and a
plunger seat. Geometries of the plunger seat and/or the valve
plunger may be selected to permit limited fuel flow when the valve
plunger and plunger seat are in a fully closed position. The
particular design of the geometry selected may be guided by the
desired flow rate.
A VRO can be incorporated in any fuel filtration system, including
those designed to prevent engine operation when no filter cartridge
is installed or when the incorrect filter cartridge is installed.
By incorporating the VRO concept in these "no filter, no run"
systems, the need for a positive seal, for example an elastomer
seal, can be eliminated. Since fuel flow is permitted when the VRO
is fully closed, VRO components can be manufactured with less
exacting tolerances since the components need not completely shut
off fuel flow, thereby reducing manufacturing costs.
BRIEF DESCRIPTIONS OF THE DRAWINGS
FIG. 1 is a sectional view of a portion of a filter housing
incorporating a VRO.
FIG. 2A is a perspective view of a VRO in the form of a sleeve
disposed on a standpipe, with the VRO in an open position.
FIG. 2B is a perspective view of the VRO of FIG. 2A in a closed
position.
FIG. 3A is a perspective view of another embodiment of a VRO in the
form of a sleeve disposed on a standpipe, with the VRO in an open
position.
FIG. 3B is a perspective view of the VRO of FIG. 3A in a closed
position.
FIG. 4A is a perspective view of another embodiment of a VRO that
is in a closed position.
FIG. 4B is an end view of the VRO of FIG. 4A.
FIG. 5A is a perspective view of another embodiment of a VRO that
is in a closed position.
FIG. 5B is an view of the VRO of FIG. 5A.
FIG. 6A is a sectional view of a standpipe with a flapper valve in
the closed position.
FIG. 6B is a sectional view of the standpipe of FIG. 6A with the
flapper valve in the open position.
FIG. 7 is a sectional view of a valve at the base of a filter
housing.
FIG. 8 is a sectional view of another embodiment of a valve at the
base of a filter housing.
FIG. 9A is a sectional view of a housing body with a ball-shaped
valve at the base of the filter housing.
FIG. 9B is a sectional view of a cartridge with a ventral fin
useable with the embodiment of FIG. 9A.
FIG. 9C is a perspective view of the filter housing of FIG. 9A.
FIGS. 9D-9E are sectional views of the filter cartridge of FIG. 9B
installed in the filter housing of FIG. 9A.
FIG. 9F is a sectional view of the ventral fin of the filter
cartridge of FIG. 9B.
DETAILED DESCRIPTION
A "no filter, no run" filtration system, for example a fuel
filtration system on a diesel engine that operates on diesel fuel,
is designed with a variable restriction orifice (VRO) or valve that
provides a first non-zero flow rate at a first extreme or open
position and second non-zero flow rate at a second extreme or
closed position, with the second flow rate being less than the
first flow rate. The amount of flow that is permitted at the closed
position is sufficient to lubricate one or more downstream
components, for example the fuel pump, but is insufficient to allow
the engine to operate. The following description will describe the
filtration system as being a fuel filtration system, and the fluid
being filtered as diesel fuel. However, in appropriate
circumstances, the concepts described herein can be applied to
other types of filtration systems, for example lubrication,
hydraulic, other liquid applications, and air.
FIG. 1 illustrates a portion of a filter housing 10, for example a
fuel filter housing, which forms part of a filter assembly that is
intended to filter a fluid, for example diesel fuel, prior to the
fluid reaching an engine. The housing 10 is designed to receive a
filter cartridge (not shown) therein for filtering the fluid.
The filter housing 10 includes a housing body that has a side wall
16 and an end wall 18. The side wall 16 and the end wall 18 define
a filter cartridge space 20 that is large enough to receive a
filter cartridge therein, with the end wall 18 forming a closed end
of the space 20. The housing body has an open end generally
opposite the end wall 18, with the open end in use being closed by
a cap (not shown) that closes off the space 20. The housing body
also includes an inlet opening (not shown), which can extend, for
example, through the side wall 16, and through which fuel to be
filtered enters the housing 10, and an outlet 26, illustrated as
extending through the end wall 18, through which fuel exits on its
way to the engine. It is to be realized that the filter housing 10
could have other configurations than that described herein.
A standpipe 30 is secured to the end wall 18 and extends upwardly
into the space 20 toward the open end. In the illustrated
embodiment, the standpipe 30 is generally hollow from its end 32
connected to the end wall 18 to a tip end (not shown) thereof,
thereby defining an internal flow passage. The flow passage is in
communication with the outlet 26 so that fuel that enters the
standpipe 30 can flow from the standpipe and into the outlet 26 to
the engine. The standpipe 30 is disposed generally centrally in the
housing 12, with a central axis A-A of the standpipe 30 generally
coaxial with a central axis of the space 20.
The standpipe 30 and its internal flow passage can have any
cross-sectional shape, suitable for use in the filter housing 10.
For example, in the embodiment illustrated in FIG. 1, the standpipe
30 is generally cylindrical with its internal flow passage being
generally circular along its length when the standpipe 30 is viewed
in a cross-section taken perpendicular to the central axis A-A.
However, the standpipe 30 and its internal passage could have other
configurations, such as non-cylindrical and non-circular. For
example, the passage could be oval in cross-section.
One or more orifices 44 are formed in the standpipe 30 to place the
exterior of the standpipe in communication with the internal flow
passage. In the illustrated embodiment, one orifice 44 is present.
However, a larger number of orifices 44 can be provided.
A sleeve 56 is disposed on the standpipe 30 that controls the flow
of fuel into the standpipe through the orifice 44. The sleeve 56 is
axially moveable between a closed position (FIG. 2B) and an open
position (FIG. 2A), with one or more members on an installed filter
cartridge (not shown) designed to urge the sleeve 56 downwardly so
as to actuate the sleeve to the open position. A coil spring 52
disposed around the standpipe 30 and engaged with the base of the
sleeve 56 biases the sleeve 56 back to the closed position upon
removal of the filter cartridge. Further information on how a
filter cartridge can actuate a sleeve from a closed to an open
position is disclosed in U.S. Pat. No. 6,113,781.
The orifice 44 and the sleeve 56 together form a VRO or valve. With
reference to FIG. 2A, when the sleeve 56 is in the open position
when an appropriately designed filter cartridge is installed, the
orifice 44 is uncovered, and a maximum fuel flow rate into the
orifice 44 is allowed. When the filter cartridge is removed, the
spring 52 biases the sleeve 56 upward to the closed position shown
in FIG. 2B. At the closed position, the orifice 44 is covered by
the sleeve 56. However, the sleeve 56 and standpipe 30 are designed
such that a gap is provided therebetween which permits a limited
amount of fuel to flow into the orifice 44 through the gap between
the sleeve and the standpipe as shown by the arrows in FIG. 2B. The
amount of fuel flow permitted into the standpipe 30 at the closed
position should be insufficient to permit engine operation, but
sufficient to, for example, provide lubrication to one or more
downstream components.
The orifice 44 and gap between the sleeve and the standpipe can be
designed with any shape or size, and the particular design may
depend upon the desired amount of fuel flow in the closed position.
Any means of permitting limited fuel flow into the standpipe when
the VRO or valve is closed can be used.
With reference to FIGS. 3A-3B, an alternative embodiment of a VRO
is illustrated. In this embodiment, a standpipe 200 is provided
with a triangular orifice 206. A sleeve 204 is slideably disposed
on the standpipe 200 and is axially moveable between an open
position (FIG. 3A) and a closed position (FIG. 3B). At the open
position, a maximum fuel flow rate into the orifice 206 is allowed.
At the closed position, the sleeve 204 does not completely cover
the orifice 206. Instead, a portion of the orifice remains
uncovered, permitting the limited amount of fuel flow into the
standpipe 200. A stop 202 on the standpipe 200 limits the upward
travel of the sleeve 204. Altering the position of the stop 202 can
be used to control how much of the orifice 206 remains open when
the sleeve 204 is at the closed position. In addition, the hardstop
202 is illustrated as being rectangular, but is not particularly
limited in shape and size.
The concept of a VRO permitting fuel flow past a fully closed valve
can with other types of valves. FIGS. 4A and 4B illustrate a ball
400 that is used to control flow through an opening 402 in a valve
cap 404 that is configured to be disposed at the upper end of a
standpipe (not shown). Fuel enters the cap 404 through the opening
402 and then flows into the internal flow passage of the standpipe.
The ball 400 can seat in the opening as shown in FIGS. 4A and 4B to
control flow into the standpipe. The opening 402 is formed with
slots 406. The ball 400 is movable along a sloped track 408 formed
on the valve cap 404 away from the opening 402 to an open position
allowing maximum fuel flow through the opening and into the
standpipe. When the ball 400 seats in the opening in the closed
position shown in FIGS. 4A and 4B the majority of the opening is
blocked. However, a limited amount of fuel can flow past the ball
through the slots 406 and into the standpipe.
FIGS. 5A and 5B illustrate another embodiment of a valve employing
a ball 500 to control flow through an opening 502 in a valve cap
504 at the end of a standpipe. The ball 500 is formed with grooves
506. The ball 500 is movable along a track 508 formed on the valve
cap 504 away from the opening 502 to an open position allowing
maximum fuel flow through the opening and into the standpipe. When
the ball 500 seats in the opening in the closed position shown in
FIGS. 5A and 5B the majority of the opening 502 is blocked.
However, a limited amount of fuel can flow past the ball through
the grooves 506 and into the standpipe.
Further information on a ball controlling fuel flow through an
opening in a valve cap can be found in U.S. patent application Ser.
No. 11/780,176, filed on Jul. 19, 2007, the entire contents of
which are incorporated herein by reference. In addition, the
concept of permitting fuel flow past a ball using slots, or by
forming grooves in the ball, can be employed with the ball and
opening disclosed in U.S. Pat. No. 6,884,349.
The VRO concepts described herein can also be used on bottom load
or spin-on filter assembly constructions, with the VRO incorporated
into the filter head or housing and the VRO being actuated by a
suitably designed filter cartridge that is connected to the filter
head.
No Filter, No Run with Flapper Valve
Another embodiment of a "no filter, no run" system is shown in
FIGS. 6A and 6B. In this version, a flapper valve 602 is pivotally
attached to a top end 618 of a standpipe 606. The pivotal
attachment can be a hinge 604 that can be formed, for example, as a
separate component such as a pin that connects the valve to the
standpipe, a complimentary set of features on the standpipe 606
and/or on the flapper valve 602 such as integral pins, etc. The
flapper valve 602 has a first end 626 and a second end 612, and is
sized and shaped to cover an opening 630 at the top end 618 of the
standpipe. The opening 630 leads to a passageway 624 through the
standpipe. The second end 612 overhangs the edge of the standpipe
606 a sufficient distance for engagement with a centertube of an
installed filter cartridge. In one embodiment, a spring (not shown)
or other resilient biasing means acts on the flapper valve 602 to
bias the flapper valve 602 to the closed position as shown in FIG.
6A. A spring, however, may not be always necessary. The flapper
valve 602 may be mass biased toward the closed position, such that
gravity closes the flapper valve 602 when a filter cartridge 640 is
not installed. Therefore, any means for biasing the flapper valve
toward the closed position can be used.
The filter cartridge 640 useable with the standpipe 606 includes
filter media and end plates at opposite ends of the filter media.
The cartridge 640 also includes a centertube 608 at the center
thereof. The centertube 608 includes a protrusion 614 with a
shoulder 610. The protrusion 614 and shoulder 610 can form a
complete circle, or the protrusion and shoulder can be
circumferentially interrupted, thereby forming a plurality of
ribs.
When the cartridge 640 is installed, the centertube 608 is slid
over the standpipe 606. As this occurs, the shoulder 610 (or the
plurality of ribs) of the protrusion 614 engages the second end 612
of the flapper valve 602, thereby urging the flapper valve 602 to
rotate on its hinge 604 to an open position to uncover the opening
630 (FIG. 6B). At the open position, maximum flow through the
passageway 624 occurs and the flapper valve 602 is locked by the
protrusion 614 of the centertube 608 in the open position, as shown
in FIG. 6B.
The flapper valve 602 can be designed to prevent all fuel flow into
the standpipe when it is at the closed position shown in FIG. 6A.
Alternatively, the flapper valve 602 can incorporate the VRO
concept discussed above for FIGS. 1-5 and permit limited fuel flow
into the standpipe when closed. For example, openings can be formed
through the flapper valve, slots can be formed on the flapper valve
602 and/or on the top end 618 of the standpipe for example between
the second end 626 of the flapper valve and the top end 618 of the
standpipe 606, or loose tolerances can be provided between the
flapper valve and the top end of the standpipe to allow fluid past,
etc. How limited fuel flow is permitted past the flapper valve 602
is not critical, so long as the amount of fuel flow permitted at
the closed position is insufficient to allow the engine to
operate.
No Filter, No Run with Valve at the Bottom of Filter Housing
The "no filter, no run" systems described above have utilized a
standpipe in the filter housing. However, the "no filter, no run"
concept need not be limited to use with a standpipe. The "no
filter, no run" can also be implemented on filter housings without
standpipes.
With reference to FIG. 7, a saddle shaped plate 702 is provided at
the base of a filter housing 700. The housing 700 can be similar to
the filter housing 10 described above in FIG. 1, but without the
standpipe 30. The housing 700 includes an opening 750 at the base
thereof that leads to a fuel outlet 710.
The saddle shaped plate 702 has a central region 732 and a slanted
portion 720 which is slanted relative to the direction orthogonal
to the cartridge installation direction, which is indicated by the
arrow. A spring 704 biases the plate 702 upward to a closed
position, shown in dashed lines in FIG. 7. A plug 734 seals the
base of the opening 750 and supports one end of the spring 704.
When at the closed position, the slanted portion 720 interfaces
with a corresponding region 724 of the housing body 700 to form a
seal.
The plate 702 is actuated to an open position (shown in solid
lines) by a properly designed and installed filter cartridge 714.
The cartridge 714 includes a protruding portion 716 that protrudes
downward from an endplate 708. The protruding portion 716 is
generally hollow and is in communication with the clean fuel
passageway 730 of the filter cartridge through an opening 734. The
bottom of the protruding portion 716 includes an inset region 740
that interfaces with the protruding central region 732 of the plate
702. The bottom portion 716 is provided with one or more openings
706 that place the interior of the protruding portion in
communication with the exterior.
When no filter cartridge 714 is installed, the plate 702 is biased
to the closed position by the spring 704. When a filter cartridge
is installed, the protruding portion 716 enters the opening 750 and
engages the plate 702. Continued insertion of the cartridge 714
pushes the plate 702 down, unseating the plate 702 from the region
724. Fuel that has been filtered by the cartridge flows from the
clean fuel passageway 730, through the opening 734 in the bottom
plate 708, out the openings 706, and into the outlet 710. An o-ring
seal 718 can be provided around the bottom portion 716 so as to
prevent unfiltered fuel from reaching the outlet 710 through gaps
736 between the cartridge 714 and the housing body 700.
The plate 702 can be designed to prevent all fuel flow into the
outlet 710 when the plate is at the closed position. Alternatively,
the plate 702 can incorporate the VRO concepts discussed above for
FIGS. 1-5 and permit limited fuel flow into the outlet 710 when
closed. For example, openings can be formed through the plate 702,
slots can be formed on the slanted region 720 of the plate 702
and/or in the region 724, or loose tolerances can be provided
between the plate and the region 724, etc. that allow limited fuel
flow when the valve is at the closed position. How limited fuel
flow is permitted past the plate 702 is not critical, so long as
the amount of fuel flow permitted at the closed position is
insufficient to allow the engine to operate.
FIG. 8 illustrates another embodiment of a valve in a filter
housing 800 without a standpipe. A plate 804 functions in a similar
manner as the plate 702 described above in FIG. 7. The plate 804
includes a slanted region 802 and a corresponding sealing region
810 on the housing. The plate 804 is biased to a closed position,
shown in FIG. 8, by a spring 808. The plate 804 is actuated to an
open position by a filter cartridge 814 that, in the illustrated
embodiment, is designed identical to the filter cartridge 714 in
FIG. 7.
The function and operation of the valve 804 should be apparent. The
plate 804 is actuated to the open position by a properly designed
and installed filter cartridge. The plate 804 can be designed to
prevent all fuel flow into the outlet when the valve is at the
closed position. Alternatively, the plate 804 can incorporate the
VRO concepts discussed above for FIGS. 1-5 and permit limited fuel
flow into the outlet when closed.
With reference to FIG. 9A, a ball 920 is placed inside a sink 921
and seated on an opening 905 of a fuel outlet 924. The outlet 924
is placed at the bottom of the sink 921, which is part of a filter
housing 922. Adjacent to the ball 920 inside the sink 921 is a
bellow gasket 926. The bellow gasket 926 is attached to a side wall
919 of the sink 921, and is connected to a return channel 930 that
leads back to a fuel tank (not shown). In a closed position (FIG.
9A), the ball 920 prevents fluid from entering the outlet 924, such
that fuel enters the bellow gasket 926 and flows back to the fuel
tank through the return channel 930.
Movement of the ball 920 to an open position occurs as a result of
installing a correct filter cartridge 900. With reference to FIG.
9B, the cartridge 900 includes a filter media 907, an outside
portion 911, an inside portion (not shown), a top circular endplate
901, a bottom circular endplate 903 and a bottom protruding portion
902. The endplate 903 is attached to the bottom region of the
filter media 907 and has a diameter that is larger than the filter
media 907 of the cartridge 900. The endplate 903 has a clean fuel
passageway (not shown) that is generally circular along its length.
The endplate 903 is provided with a notch 915, such that the notch
keys with a corresponding ridge 916 inside the housing 922. The
notch 915 and ridge 916 secure the cartridge 900 in place, and also
ensures that the correct filter cartridge is installed.
The bottom protruding portion 902 is generally cylindrically shaped
and is hollow. It has a diameter generally corresponding to that of
the clean fuel passageway of the endplate 903. The base opening 908
of the bottom protruding portion 902 is provided with a thin
ventral fin 950 that runs across the center of the opening 908. The
ventral fin 950 is designed to cause movement of the ball 920 to an
open position when the cartridge 900 is installed. The ventral fin
950 has a slanted region 906, which has an acute angle alpha
relative to a central, longitudinal axis A-A (FIG. 9F), and a
generally vertical region 904 generally parallel to the axis A-A.
The fin 950 is thin enough to slide through a central slit 914 of a
washer 912 (FIG. 9C). The central slit 914 of the washer 912
positions the cartridge 900, and a plurality of holes 910 in the
washer 912 allows fuel to pass through.
With reference to FIGS. 9A, 9C, 9D and 9E, the washer 912 is placed
on a rim 932 of the sink 921. The rim 932 and the sink 921 are
generally circular. The sink 921 has a depth that is larger than
the diameter of the ball 920, and larger than the height of the
bellow gasket 926. The opening 905 of the outlet 924 is positioned
in the center of the sink 921. The bottom surface 933 of the sink
921 is provided with a bottle shaped channel 934. The bottle shaped
channel 934 facilitates movement of the ball 920 toward the bellow
gasket 926 when the cartridge 900 is installed.
The cartridge 900 is installed by aligning the notch 915 with the
ridge 916 and inserting the ventral fin 950 through the slit 914 of
the washer 912. When the ventral fin 950 extends through the slit
914, the slanted region 906 of the ventral fin 950 pushes the ball
920 in a horizontal direction relative to the axis A-A toward the
bellow gasket 926. When the flat end 909 on the tip of the ventral
fin 950 sits inside the neck of the bottle shaped channel 934, the
ball 920 is in an open position, positioned to prevent fuel from
entering the bellow gasket 926 and to allow fluid to flow through
the outlet 924.
The ball 920 can be designed to prevent all fuel flow into the
outlet 924 when the ball is at the closed position. Alternatively,
the ball 920 can incorporate the VRO concepts discussed above for
FIGS. 1-5 and permit limited fuel flow into the outlet 924 when
closed. For example, slots can be formed on the ball 920 and/or
grooves can be formed on the wall defining the opening 905 similar
to FIGS. 4A-B and 5A-B discussed above, or loose tolerances can be
provided between the ball and the opening, etc. that allow limited
fuel flow when the ball is at the closed position. How limited fuel
flow is permitted past the ball 920 is not critical, so long as the
amount of fuel flow permitted at the closed position is
insufficient to allow the engine to operate.
The invention may be embodied in other forms without departing from
the spirit or novel characteristics thereof. The embodiments
disclosed in this application are to be considered in all respects
as illustrative and not limitative. The scope of the invention is
indicated by the appended claims rather than by the foregoing
description; and all changes which come within the meaning and
range of equivalency of the claims are intended to be embraced
therein.
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